Motor vehicle



w 1 I 4. N

j juiy 22, 1924. 4 1,502,026

' R. E. FLDER MQTOR VEHICLE4 Filed .June 1?-, 1922 4 Sheets-#Sheet 1 Inv Q dos Juy V2? 1924.

R. E. FIELDER v l MOTOR VEHICLE P2 Sheets-Sheet. -2

Y Filed June 1'7 l lg R. E.' FIELDER I MOTOR VEHICLE Filed June 17, 1.922 4 sneets-sheet 5 eff/'o (07,' MMI..

Zim;

Patented July 22, i924.

fi di? Moron VEHICLE.

I `Application filed Jane 1,7,

anfd the invention'consists in certain iin-l provenieiits in the manner of attachment of `the motor-*sustaining sub-frame to the chassisffranie; yin the 'manner of mounting the gear-shift control box on the fchassis frame and the support of `the gear-shift shaft by the contro-l box to enable'the box and parts .supported by it `to be removed from the chassis Iframe as a` unit; in the niounting of the brake and clutch pedal.

leversofn the chassis frame; andin other details of the construction and arrangement of the parts, which will be fully described in the 'specification vto follow, and the novel features'theieof set forth in the appended claims.

InV the accompanying drawings:

'Fig' l is a. top plan view of the forward end ofthechassis frame of a motor vehicle andthe parts-supported thereby, the same Abeing constructed in accorda-nce with my v invention.

arrow on said line.

vFig. Q'is a :sidev elevationr of the-saine. i

Fig. 3 is a transverse sectional'elevation on an enlarged' scale on the line S-'Sof ,F ig. l, as viewed in the. direction of the Figa L is av sectional elevation on the line 4-4; Of Fig. 7.

,"Figt isa similar view on theA line '54o of'Fig 7.

Fig. 6 isa transverse sectional elevation o-n the line 6 6' of-fFig. 1.

'Fig. 7 is a transversesectional Aelevation on the line 7 7 of Fig. l.

Fig. 8 is a perspective view of the sub- Fig. 9 is a. longitudinal sectional elevation on the line 9--9 of Fig. lvto sho-w how the subfranie is supported at its front by the chassis frame.

Referring -to the drawings:

l designates lthe forward portion of a chassis frameof a motor vehicle, comprisA ing vthe two foreand-aft extending frame bars 2, 4which in the present instance are 1922. Serial No. 569,122.

formed of channeled bars and arearranged *ith the channels facing inwardly, thesaid bars at their vforward extremities being adapted to be connect-ed as iisual with the vehicle springs. Near1 their forward ends the barsare connected together in'spacedrelation by means ofa front'transverfse crossnieii'iber 3 of channel iron which has its ends seated in the vchannels of the `framebars 2 and firmly riveted thereto, and is'disp'osed witliits channel facing rearwardly. lrnrea'r',

of th-iscross-member, the v'frame bars are connected together and inaiiitained iii-spaced relation by vvmeans of a second transigrerse cross-nie-n'iber 4, iii-the present instance in the forin of a casting 4with upper and lower flanges and a central-connectingweb, Vthe ends of the ineinbeibeing seatedi'n the channels o'f the lframe bars and'firmly fastened Vthereto -by suitable `fastening devices. vOn

its underside the crossenieniber 4 has depending Afro-in it, two bracket arms 5 formed on their llower ends with inwardly extendingl supporting-lugs or feet 6 for giving support to a motor-supporting :sub-frame 7 best shown in Figs. 1,3andl8 `In the present instance' this sub-fianieism'ade ofl chanl nel iron and is of generalU form, comprising two side bars 7a joinedltogetherwat `their forward ends by a cross vhinlo 17h, a-mlicon` stituting an integral unitary channeled structure, with'tlie channels on theinside.

Near its rear end the sub-franie-risfsup' ported by the 'cross-member' ithrough thel medium of the two supporting lugs 6 on which the sidebars? arespectively sea-t and are bolted to the bracket arms by l'bolts f7" as shown in Fig. 3. At the'front,thesub frame is supported by the fronttransversef cross-member 3 as shown in detail in 9L Hereit 'will hev seen 4thatlthere is fastenedto the forward side of the cross liinbfb of the sub-frame, af forwardly extending-hollow neck 8 which is adapted to .slip'over andbe supported by a hollow boss 9 fastened at its forward 'end Vto the rear side'of the cross-member 3' in the channel thereof, and surrounding a central circular opening l()k in the cross-member. The' -fit of therbossi over the neck, while snug, is not a tight fit, sothatthe sub-frame is permitted some degree of movement relative to the chassis frame in a fore-and-aft vdirection and Yalso about'a .fore-and-aft axis, whereby the parts are given a Icertain amount of desir-ed flexibility in -theirconnection with .each other,

which prevents any distortion of the chassis frame from being transmitted to the Subframe. A circular opening 11 is formed in the cross limb 7b, which, with the parts assembled as shown, is in axial alignment with the opening 10, and a sleeve 12 is fastened to the cross-member 3 and extends rearwardly through the opening 10 and within the boss 9, and is seated at its rear end loosely in the circular opening 11, the connection of the sleeve with the cross-member being a detachable one for the purpose presently to be described.

The fixed sleeve 12 gives bearing support to a starting shaft 13 extending at its front beyond the front end of the sleeve and provided .with a hand crank 14, and extending at vits rear end beyond the rear end of the sleeve and having fixed to its extremity a clutch head 15, adapted, when the crank is thrust inwardly, to engage as usual a clutch member 16 on the motor shaft 17 of a motor 18 supported on the sub-frame. The sleeve 12, at a point forward of the crossmember 3, is provided with oppositely extending bracket plates 19 which seat against the forward side of the cross-member and are fastened thereto by removable fastening boltsY 20, so that the sleeve and contained shaft, together with the clutch head on the shaft, may be removed as a unit endwise in a forward direction from the parts sustaining them, the diameter of the clutch head being slightly less than the diameter of the openings 10 and 11 in order to permit such removal. head abuts against the rea-r end of the sleeve 12, and a spring 22 surrounds the shaft and bears respectively against the forward end of the sleeve and the hand crank, whereby the shaft is confined in the sleeve and may be thrust rearwardly as described to engage the clutch members.

In rear of the motor, the sub-frame gives support to the casing 23 enclosing the transmission mechanism, and the motor shaft is provided with the usual ily wheel 24 and.

clutch (not shown) and extends rearwardly and is operatively connected to the transmission.

The control box, designated by the reference numeral 26, is attached to the forward side of the cross-member 4 at its left hand end as viewed in Fig. 3, and for this purpose the upper flange of the cross-member has cast thereon an outer lug 27 and an inner lug 28 provided with holes to receive fastening bolts 29 engaging the box, and

- thus firmly fastening the same to the lugs.

At its opposite sides the control box is provided with hollow aligned bosses 30 and 31 in which a hollow gear shift shaft 32 is mounted so that it may be rocked and also shifted endwise. At one end the shaft exu tends beyond the boss 31 and has xed to The forward end of the clutch its projecting end a downwardly extending arm 33 which is pivoted to the forward end of shift rod 34 extending rearwardly to the transmission mechanism. The shaft- 32 is operated by a hand lever 35 which is lixed to the shaft and extends upwardly through the usual change-speed gate 36 in the control box, the lateral movement of the lever in the gate acting to shift the shaft endwise, and the fore-and-aft movement of the lever acting to rock the shaft.

The reverse slot 36a of the gate is normally closed against the entrance of the lever therein, in such manner as to require an action of the driver, independently of the operation of the lever, before the lever can be shifted to reverse ln the present instance this is eected by the provision of a guard member or detent 37, see Figs. 2 and 3, which is pivoted to the side of the control box as at 38 and is provided with a lip 39 adapted to normally extend in an obstructing position over the reverse slot of the gate, a spring 40 acting on the detent and holding it yieldingly in its obstructing position. The detent is provided with a foot pad 41 by which it may be rocked on its pivot by the foot of the driver, and its lip raised fromits obstructing position over the slot when the lever is to be shifted to reverse.

ln order that the lip of the detent will be prevented from being swung upwardly and thus uncover the reverse slot, in the event that the lever 35 is moved laterally against the edge of the lip before the latter is raised by the Vfoot of the driver, the lever is provided on its side with a lug 42, which when the lever is in a position to engage the edge of the lip, will overhang the same, and will thus prevent it from being swung upwardly by the lateral pressure of the lever.

A collar 43 loosely surrounds the shaft 32 and4 is provided on its end with ears 44 bolted to the inner side of the boss 31 by the bolts 44a. An emergency brake lever 45 Vis mounted loosely at its end on the collar 43 and extends upwardly through a slot in the control box and has connected with it the forward end of a rod 46 which extends rearwardly and is operatively connected with the emergency brake to operate it.

At its outer extremity the web portion of the cross-member 4 has cast on its forward side, a bones47 formed with a horizontal transverse circular opening 48, see Fig. 5, and inwardly of this boss a second boss 49 is cast on the web and contains a horizontal circular opening 50 in axial alignment with opening 43. illithin these openings a sleeve 51 see Fig. 3 is fixedly mounted, and the inner boss is split and clamped tightly around the sleeve to ,hold it in place. Mounted to rock in this sleeve is a hollow clutch operleso-2,026

ating shaft 52extending' atiitsl ends respec? tively beyondthe` outerand inner bosses. A clutch pedal 53 is fixed to the outer end of the hollow shaft .and lextends upwardly and forwardly and is provided on its end with a foot pad 54. At its inner end the pedal has fixed to it an upwardly extending arm 55 which is pivoted to the rear end of a horizontal rod 56 sliding through the outer end of-abracket plate 57 fixed to the frame bar 2. Afspiral vspring '58 surrounds the rod and bears at itsY front end against the bracket plate and at its rear end against a shoulder on the rod, and acts to yieldingly hold the clutch pedal raised. vAn arm A59 is fixed to the inner end of theshaft 52 and is adapted to be operatively connected `with the `clutch in such mannerf that when the pedal lever is depressed, the clutch will be disengaged, and when the pedal vlever is raised by its spring, the clutch will be engaged aga-iii.

Between the two bosses 47 and 49, a brake pedallfiel is mountedto rock on thesleeve 5l and extend's'forwardly and upwardly and is Vprovidedon its end with a foot pad 64.

Fixed'to the inner end of the bi'ake'pedal is an upwardly extending arm through which 'is passed a horizontal transverse pivot bolt 66. A horizontal rod 67 is forked at its rear end to embrace the end of the arm and ispivoted to the arm by the pivot bolt, and

extends forwardly loosely 4through vthe inner endV of the bracket plate 57 before alluded to. A spiral spring 68 surrounds the rod and ybe'a'rsatts rear end against a shoulder thereon and at its forward end against the bracket plate, and act-s to hold the brake vlever yieldinoly in raised position. A yoke 69 is 'pivoted to the ends of the pivot bolt and has connected with it the forward end of a rod 70 which extends rearwardly and is connected with the service brake mechanism (not shown) in such manner that on the depression of the brake pedal, the brakes will be applied, and on the release of the pedal it will be raised by its spring and the brakes will be released. Y

Due to the support of the gear-shift con trol-box by the cross-meinber 4 as described, the box and the parts supported thereby may be removed as a unit for replacements or ref pairs, by first removing the fastening bolts 29 and disconnecting the arm 33 from the shift rod 34, which latter is provided with a spring clamp to clip to the end of the arm.

In the foregoing description and accompanying drawings, I have set forth the invention in the particular detailed form and construction which I prefer to adopt. It will be understood however that the details may be variously changed and modied without departing from the limits of the invention: and further it will be understood that the invention is not limited to any particular foi-m or construction of the parts except in ed by said cross im'ember, agearfshift lever journaled in and supportediby said box'fand extending to the outside of'tlielsame, and

means operatively 'connected 'with said -lever and adapted kto be vconnectedEwith'gthe gear shi 't mechanism for actuatingit.

2 In a 1motor vehicle, :the combinati-on'` with a chassis vframe provided Awith-across member, of a-gear shiftco'ntrolb-ox rfixed-:to the forward side of said=cross Vmembernear one end thereof, a gear shift lever aournal'ed iii and supported'by said boxfandfextending .1 'V

to theA outside of the same, and'imeansoperf atively connected with said lever fands-adapt# ed to be connected with tlieiigearffshift mech-1 anism for-actuating it.

3. In a 'motor vehicle, the'combin'a-tion with a chassis frame iprovided with 'aicross member having upwardly extending1l`ugs,=of gear shift control boxfastenedto'sardfflugs,

a gear shift lever journaled inand-snpported by said box and-'extendingitotheoutside of the same, and means operatively -fcon' nected with the lever and adaptedtoberco'nnected with the-ngear-shift mechanismforfactuating it.

4. In a motor` vehicle, the; combination with a chassis:frameprovidedfwithaa cross member, of a gear shiftV control box detachably connected to said cross member, a gear shift shaft journaled in the lbox, a shift lever fixed to the shaft and extending to the outside of the box, an varm on thelever, and a shift rod detachably connected with said arm and adapted to be operatively connected with the gear shift mechanism for actuating it. t

5. In a motor vehicle, the combination. of a chassis frame, a gear shift controlboxsupported thereby, a gear shift shaft journaled in the box and adapted to be, operatively connected with the gear shift mechanism for actuating it, a lever on the shaft extending outside the box, an emergency brake lever. mounted within the box and rockable about the axis of the gear shift shaft, and mea-ns operatively connected with the emergency brake lever and adapted to be connected with the emergency brake mechanism for actuating it.

6. In a motor vehicle, the combination with a chassis frame, of a gear shift control box supported thereby, agear shift shaft journaled in said box and adapted to be operatively connected with the gear 'shift mechanism, a shift lever connected with the shaft and extending outside the box, a collar fixed within thefbox and surrounding the shaft, an emergency brake lever loosely mounted on the collar, and means operatively connected with the last mentioned lever and adapted to be connected with the emergency brake mechanism for actuating it.

7. In a motor vehicle, the combination of a gear shift control box provided with a reverse gate slot, a gear shift lever mounted in the box and movable into the slot, and a detent pivoted on a horizontal fore-and-aft axis to the outer side ofthe box and provided with a lip normally extending horizontally inwardly over the slot in the path of movement ofthe leverinto the slot, said detent having an outwardly extending foot lever for rocking it to swing the lip out of the path of the lever.

8. In a motor vehicle, the combination of a gear shift control box provided with a reverse gate slot, a gear shift lever movable into the slot, a detent pivoted to the outer side of the box and provided with a lip extending inwardly in a position to cover the slot and'movable upwardly by the pivotal movement of the detent to uncover the slot, means for holding the detent, with the lip normally covering the slot, and a lug on the side of the lever in position to overlie the lip when the latter is in a position covering the slot.

9. In a motor vehicle7 the combination of a gear-shift control-box provided with a re verse gate-slot, a gear-shift lever mounted in the box and movable into said slot, a guard member normally covering said slot in the path of movement of the lever, and movable at will to uncover the slot, and means on the lever in position to prevent the uncovering movement of the guard member when engaged by the lever.

l0. In a motor vehicle, the combination with a chassis frame, of a cross-member thereon provided with hollow bosses, a sleeve fixed within said bosses, a clutch operating shafty journaled within the sleeve, a foot pedal fixed to the shaft for operating the clutch, and a second 'foot pedal loosely mounted on the sleeve for operating the brake.

ll. In a motor vehicle, the combination with a chassis frame, a foot pedal journaled thereon7 an upwardly extending arm rigidly ixed on the foot pedal, a rod pivoted to the arm, a fixed guide on the chassis frame through which the rod slides, and a spring surrounding the rod and acting on the guide and rod to hold the foot pedal raised.

l2. In a motor vehicle, the combination of a chassis frame having side frame bars, of a cross-member connected to and extending between said frame bars, said crossmember being provided with depending arms to support a sub-frame, and being provided also with lugs for the attachment of a gear-shift control-box, and being provided further with hollow bosses for the mounting of clutch and brake pedal levers.

In testimony whereof, I have aifixed my signature hereto.

REUBEN E. FIELDER. 

